Car and electric coupling control.



T. R. BROWN.

CAR AND ELECTRIC COUPLING CONTROL.

APPLICAHOR FILED APR. 10. I914.

3 SHEETS--SHEET l- I I l WITNESSES T. R. BROWN.

CAR AND ELECTRlC COUPUNG CONTROL,

APPLICATION FILED APR, :0. 19m.

1,269,253. PatvntwlJmm11, 1918.

3 SHHETS SHEET 2- if i lNVENTOH WITNESSES T. R. BROWN.

can AND ELECHHG COUPLING CONTROL.

APPLICATION FILED APR. l0. lQM.

1,269,253. Patenied June 11. 1918.

3 SHEETS-"SHEET 3- ITNITED STATES PATEN OFFICE.

THOMAS E. BROWN, OF SPARKILL, NEW YORK, ASSIGNOB TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A CORPORATION OF PENN- srnvam.

CAR AND ELECTRIC COUPLING CONTROL.

Specification of Letters Patent.

Patented J one 11, 1918.

To all whom it may concern.

Be it known that I, THOMAS R. Bnown a citizen of the United States, residing at Sparkill, in the county of Rockland and State of New York, have invented new and useful Improvements in Car and Electric Coupling Controls, of which the following is a specification.

This invention relates to coupling devices for railway cars and for connecting fluid pressure conduits and electric train line circuits, and more particularly to a control apparatus therefor.

One object of my invention is to provide an improved manually operated controlling mechanism for releasing the car couplers and for controlling the movements of electric train line couplings.

Another object of my invention is to provide a fluid pressure controlling mechanism for coupling devices of the above type having means for maintaining the fluid pressure supply for releasing the coupling devices when the controlling cock is turned to lap or neutral position.

When cars are uncoupled, it is often de sired to hold the brakes applied on one section of the train while releasing the brakes on the other section. If, after applying the brakes, the brake pipe pressure is increased. to release the brakes on one section of the train before uncoupling, the increased pressure will be communicated through the fluid pressure couplings to the other section, so

that the brakes will, be released on both sections.

In order to prevent therelease of the brakes on one section when cars are to be parted, another object of my invention contemplates the provision of means for automatically closin the brake pipe communication to the coup ings upon movement of the control mechanism to effect the release of the connected couplings.

In the accompanying drawings, Fi ure 1 is a diagrammatic view of coupling evices for-cars, fluid pressure conduits, and electric train line circuits, with a control apparatus embodying my improvements applied thereto; Fig. 2 a sectional view of the valve mechanism employed for controlling the coupling devices; Fig. 3 a plan view of the electric switch portion of the controllin mechanism with the cover late removed; ig. 4 an elevational View '0? the combined electric switch and controlling valve, the switch casing be ing in section; Fig. 5 a central sectional vieu of a modified form of a fluid pressure controllin valve mechanism without the electric sw1tch; Fig. 6, a diagrammatic sectional view of a portion of the electric coupling showing one of the train line circuits coupled and connected to the manually operated switch; and Fig. 7 a horizontal section of a portion of the contact carrier showing the releasing springs.

According to the construction illustrated in Fig. l of the drawings, the control mechanism is applied in connection with a combined car and fluid pressure coupling of the tight lock type having fluid pressure means for actuating the coupler lockin lever as set forth in the pending application of James S. Doyle and Frank Hedley, Serial No.756469, filed 'March 24, 1913.

The coupling has 'a hook-shaped projection with a vertical plane surface adapted to engage a similar surface of a counterpart coupling by a relative lateral movement and is held tightly locked by means of a pivoted locking lever 2 adapted to bear against a surface 3 on the outer side of the projection 1 of the counterpart coupling.

The locking lever 2 is operated by a piston 4- conncctcd thereto by a rod 5 and contained in a piston chamber 6. A sprin 7 acts on one side of the piston for normav ly holding the locking lever 2 in its locking position and the piston chamber 6 is provided with a port 28 through which fluid under pressure may be supplied to the piston 4 for releasing the locking lever.

One or more passages 8 are provided for connectin train pipelines through the coupling, eac 1 passage 8 communicating with a pipe connection 9 and having at its terminus a suitable gasket 10 adapted to engage a corresponding gasket of a counterpart coupling head in the act of coupling.

The passages 8 are controlled by valves 11 having springs 12 tending to seat same and close communication through the passages and are provided with tappet stems 13 adapted to engage corresponding stems of a counterpart coupling for opening the valves when couplings areconnected up.

Upon uncoupling intentionally, the valves 11 close automatically and prevent escape of fluid, but in order to provide for venting the brake pipe to the atmosphere upon accidental parting of the train, so as to secure an automatic application of the brakes, a fluid pressure controlled locking piston 14 is provided which is normally held. in position for preventing the cl ling of the valve 11 by a spring 15. If, however counterpart couplings are intentionally eeparnted, fluid under preesure ivl'iich is normally permitted to equalize the pieton ]..-1- from the train hrai; pipe side to the ripriug chmnhcr side. is vented from said chamber in the act of re leasing the coupler locking levers, so that the brake pipe pressure hole to retract the locking piston and permit the valves 11 to close when the core part, all as described in the pending application liereinbetore men tioned.

The electi train line coupling shown in the drawings i; of the type having a movable contact carrier adapted to be projected into a counterpart coupling for connecting the electric train line circuits and is similar to the construction set forth in my pending application, Serial No. 823970, filed March 11, Hill.

As shown, the electric train line coupling comprises 2| caeingr 16 containing a plurality 01 lived contacts ll connected to correspon h int: train 1.1mr'irrnits, and a movable con-- tact carrier 18 having connected contact here 19 and 20 adapted upon projection of the carrier to electrically connect the fixed contacts 17 of counterpart couplings and thereby close the corresponding train line circuits between ea p In this constru ..ztion, the Contact carrier 18 is operated by a piston 21 contained in a piston chamber 22 and connected by a pivoted link 23 with a lever 24L fulcrumeii at a point on the casing 16 and })'(Wltl8tl\\ll;l\ a roller 25 which engages with the contact carrier 15%.

Fluid underpressure for operating the pielon 21 is supplied to the piston chamber through a pipe 26 leading to a controlling valve mechanism 2?.

In order to lock the contact terrier 123 in its projected poeition, a trip lever 29 is pro-- ided which in edeptecl to engage the end of the carrier and thereby prevent return move- .sinent thereof;

The trip lever 29 carries a lin' er 330 which operated by a piston 31 mntained [in piston chamber 3). Fluid in operating the pinion ll is supplied to til; piston chamber 3:2 through a pipe 38,

The controlling valve in erably coinpriees. as Show in Fig. 2 of the clrawinge. :t c! 34 having connected passages, 35, 1 and I? for controlling porle 38, Si), and -l() the port 58 communicating with pipe i the port 3%) with a pipe 41, and the port 40 with a wipe 42.

Pipes. -11 and 4:2 load to valve device 43 comprising a piston 14 adapted To operate a valve lb controlling communication from a supply pipe 46 which may be connected lo the main reservoir 47. The piston 44 also controls a valve 48, the valve 45 being norniellv held closed. and the valve 48 open by u spring 49.

The pipe 41 leads to a passage 50 opening to one side of piston L1 and communicating u ith a pipe 51, and pipe iii leads to a passa e 52 open to the supply pipe 46.

.ipes 33 and 51 communicate through. a valve device 13, containnip, a check valve 5-1 adapted rm permit flow from pipe 51 to pipe 3;} but prci'ent ing lion in the oppa. site direction.

The valve device 53 also contains a pie ten 55 subjecton one side to the flop of fluid through pipe 51, and adapted to operate a valve 58 for controlling communication from the brake pipe 56 to 3 pe 57 which leads to the pipe connection 9 in the ear and. fluid coupling, the brake pipe 56 being connected to the usual brake valve on the car. (Not shown.)

lo operatirni, after the our couplers are connected. together in the usual Way, the eectric train line circuits may he closed by turning the handle "W of the work 3-1 so that port 37 registers with port and port 35 with port it). Fluid under pressure is then supplied from the reservoir 47 through pipe 16, passage 52 to pipe 42, ports 40, 35, 37 and 38 to pipe 26 and thence to piston chamber The piston '21 is thus :n'rtnatod by fluid pressure and through the link 23 and lever operates to project the Contact carrier 18 into the counterpart coupling so as to connect the fixed contacts 17 of the counterpart coupl g heads through the connected contact bars 19 and 90 and thereby close the electric train line circuits. In the projected position, the trip lever 29 engages back of the contact carrier and thereby prevents the return movement lhereof.

i-Vhcn it deeiw} to nncouple, the ien rile lo turned so that ports 37 and 36 of the rock register reepectively with. ports 39 and 40, Fluid under pressure is then supplied from pipe 42 through ports L0, 36, 37, and 39, to pipe 41 and thencefiows through passage 50, pipe 51', valve 51 to pipe 33 and into piston chamber pest check 32. The piston 31 is thus shifted so as to l lift the finger 30 and thereby trip the lever 29, permitting the 'contact carrier 18 to return to normal position by the actionoi' s itable springs 75, as shown more particu lru'ly in Fig. 7.

in the return movement of the contact e lei 1.8, a projection 59 on the carrier engages the lever 29 so as to depress same and thereby open a valve 60 seating in the piston 31. This permits fluid to flow from pipe 33 and piston chamber 32 to af'pipe 61 leading to passage 62 in the our coupler. Fluid pressure thereupon acts on piston 63 to shift the some and open port 28, so that fluid is supplied to piston l, the movement. of which operates to shift the locking lever 52 to release position, so that the counterpart couplings may be separated.

lVhen fluid is supplied to the pipe 51 for releasing the coupling devices-a, the some acts on the piston 55 of the valve device 53 and operates to close the valve Thus the brake pipe on that car is cut oil from the pipe coupling connection, so that the brake pipe pressure may he increased to release the brakes on this car without affecting the brake pipe pressure on other cars.

The prose-ore of fluid flowing through passage 50in the valve device -13 acts on pistoo. 44., operating the some to :lose the valve 18 and open the valve Hi. This permits direct flow of fluid from the supply pipe 46 to the pipe 51 and since the closing of valve 48 reduces the ere-u of piston 44 which is exposed to fluid pressure on that side. the action ct fluid pressure on the greater ex posed area of the opposite side of the piston. operates to maintain the piston in the position. for holding the Volvo open. Consequently the cook 31 may be returned to normal position \vithou causing an in;- terruption of the supply of fluid for relcas ing, since flow continues through the open valve 45.

In order to maintain the unexposed area of piston 44 at atmospheric pressure, a smell port 64 leiids from the valve chamber of the valve 48 to the atmosphere.

In operating the electric train line coir plings, it l1] highly desirable that certain circuits, such as the governor circuit for instance. shout-ii he opened before uncoupling, since therwise, vx ith current flowing, do structivc arcs or liable to he former] when the coupling contents are. separated.

in order to avoid this, one feature of in invention consists in providing a switci adapted. to be controlled by the movement of the coupling controlling valve mechanism, so that normally in the neutral position said circuits are closed, but upon move ment of the controlling valve handle in either direction from. the neutral position said circuits are opened Accordingly, I preferably provide an ex tension on the stem fili'which operates the alve 34 and on said extension are carried contacts 66 and 67. In the neutral position, said contacts engage fixed contact 68 and 69 which are connected to leads 70 and 71 forming part of a circuit three 11 which current is supplied for said train line circuit.

It will now be evident that if the cont rolling velve handle 58 is turned in either directioxi from the neutral position to eficit the coupling or uncoupling of cars, as the case may he, the said circuit will be opened and consequently the flow of current will be cut oil in said train line circuit, thus preventing arcing and consequent damage to the coupling contacts. Vent ports 72 and 73 may he provided in the controlling valve for regislcrihg with ports 35 and 36 in the cook 34 when in neutral position, so that any leakage of fluid around the cock in this position will be vented. to the atmosphere.

In Fig. 5 of the drawings is shown a con trolling valve mechanism similar to that hereinbefore described, but omitting the circuit controlling or switch portion, and. showing the controlling cock incorporated in the same casting. The operation is the some as that of the construction previously described, the same having a normal closed position and one position in which fluid is supplied through ports, 40', 36", 37, 89, and. 50, to pipe, 51, for uncoupling and another position in which fluid is supplied through ports, 40*, 35", 37, 38, to pipe, 26, for projecting the contact carrier of the electric train line coupling.

Having now described my in vcntiomwhat I claim. as new and desire to secure by Lettors Patent, is

1. The combination with a coupling provided with a movable lock for holding counterpart couplings clamped together, and an electric train line coupling having a movable contact carrier adapted to be projected for closing the train line circuits, means for holding the contact carrier in the projected position, and fluid pressure means for releasing the coupling lock and the contact carrier holding means, of a manually operatcd valve for supplying fluid for releasing the couplings, and means for maintaining the flow of fluid after closing'the manually operated valve.

The combination of a coulpling provided with a movable lock for he ding 001mterpart couplings clamped together, an electric train line coupling having a movable contact carrier adapted to be ro'ected for closing the train line circuits, gui pressure means for releasing the carrier and the coupler lock, a manually operated valve for controlling the supply of fluid to said means and a valve operated by the flow of fluid to said means for opening a direct communication for supplying fluid thereto.

3. The combination of a coupling pro vided with a movable lock for holding counterpart couplings clamped together, an electric train inc couplin having a movable contact carrier adapte to be roected for closing'the train line circuits, ui pressure means for releasing the carrier and the coupler look, a. manuallv operated valve for suplpllying fluid to sllld means, a valve 0pm tr 'ng a direct connection for supplying fluid thereto, and a piston operated by the flow of fluid to said i'ncnns for opening hid valve.

4. The combination. with an electric train line coupling having a movable contact car ricr adapted to be projected for connecting the electric train line circuits, pressure moans for locking said carrier in its projected position and a fluid pressure device for rcleas ing said lock, of a manually o cruteil valve for supplying fluid to said eviee, and a valve device operated by fluid pro ire supplied to said means for opening a lilll'tCt con"- nection for supplying fluid thereto.

5. The combination of a coupling having a train brake pipe passage with an opening adapted to register with a corresponding opening in :1 counterpart coupling, a wow able lock for holding counterpart couplings clmnped mgetlier an electric train line cnupling having a movnblc contact carrier adapted to be projected for i'lfinlllg the train line circuits, fluid pressure means [or releas ing the carrier and the coupler lock, :1 1nanually operated valve for su '-plying fluid to said means, and a valve device operated by the flow of fluid to said means for closing communication through said brake pipe pas sage.

6. The combination with an electric train line coupling and fluid pressure means for operating said coupling, of a manually ectuated valve for controlling; the fluid prm sure for operating said coupling and. an electric switch operable with said valve for controlling a circuit supplying current for the electric train lines.

7'. The combination with an electric train line coupling having a contact carrier :nlnptcd to lie prcjrctell {or closing; the train line rw-uiw and fluid pressure uic'lnuh u menus tor imrmting said cnrricn of n VHlY-a, for siqiplyin' c imatic fluid LU mid mean:- u handle for m-tuating: said valve and kill electric swih 1'1 operated by said handle for rontmlling the current in said train line circuits 8. The mmbinelion with an rlecl'rit train line coupling having :1 contact carrici. adapted to be projected for closing the train line circuits and fluid pressure actuated means for operating said curricrioi' a valve for supplying lluid o said znrans, and .in electric switch ope-rated upon movement or" said valve for opening: a circuit ilii' llglifli which electric current is nupplicd to the tra n line circuits.

9 "lhc rmnhinilion with an electric train line \GHPJHSI having a plurality of fixed contacts Mail a movable contact carrier ilfif contents and adapted to ire projected for electrically connecting the fixed contacts of counterpart couplings of fluid operated means for effecting the release of the contact carrier to open the train line circuits a manually operated valve for supplying fluid to said ineans and an electric switch normally closing a circuit through which current is supplied to said train line circuits and operated upon movement of said valve to open said supply circuit.

In testimony whereof I have hereunto set my hand.

THOMAS It. BROWN.

Witnesses S. W. Kimm S. A. MAwim. 

